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Super Stock / Pro Street and Modified Discussion 55-56-57 Super Stock / Pro Street and Modified Discussion 55-56-57 Talk engines, race tracks , setup's etc

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Old 05-15-2019, 09:42 PM   #31
northern56
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If I had my way, I'd use Brad Penn. Recommended by a highly respected race engine builder in Winnipeg Man. Can. Not available in my area unless ordered through the US.
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Old 05-16-2019, 05:29 AM   #32
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man, cowboy, i don`t know. gotta look into it.
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Old 05-16-2019, 06:29 AM   #33
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Quote:
Originally Posted by Bitchin'57 View Post
Switch to a roller cam, and you won't have to worry about the zinc content in the oil. Plus, you'll make a bunch more power.
I agree: If I did it over again I would not use a flat tappet cam
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Old 05-16-2019, 11:10 AM   #34
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Diesel oils off the shelf were the last ones to have some zinc. I've found an easy way to see if there is any zinc at all in oil just by reading the back of the container. If there is a warning "Not to be used with catalytic converters" it has zinc. Not sure how much zinc they have, but zinc apparently does some damage to catalytic converters. In the past, a lot of diesel oils had this note and lately I have been unable to find any that do have the warning. So I'm under the opinion you need to either buy the zinc additive or buy the "Hot Rod/Racing" oils that are advertised as having zinc for flat tappet camshafts.
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Old 05-16-2019, 07:59 PM   #35
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I agree: If I did it over again I would not use a flat tappet cam
This...just run a roller cam and pick your favorite off the shelf oil from anywhere.
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Old 05-17-2019, 10:15 AM   #36
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I buy this Lucas Oil from Amazon. Also has zinc.




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Just curious, is this the stuff to use with 'flat tappet' cam engines?

I currently have been using this additive in my 350 with each oil change:

ZDDP Engine Oil Additive Zinc & Phosphorus:
https://www.amazon.com/gp/product/B0...?ie=UTF8&psc=1
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Old 05-17-2019, 05:14 PM   #37
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No Co2 for You
How ZDDP Works
Toxicity Concerns
Bad for Catalytic Converters
Removing ZDDP from Engine Oils
Solution to the Oil Additive Problem

by Mark Gittelman
Updated September 28, 2018

As time marches on in the automotive world, it often feels like classic car owners are being left behind as more and more emissions regulations come into play. Take, for instance, the ongoing debate over ZDDP, a popular anti-wear motor oil additive, whose use has been severely curtailed for decades. But is it really a danger?
No Co2 for You

Certainly, removing lead from gasoline was a good idea. Although it reduced engine knocking and boosted octane ratings, classic car enthusiasts sucked it up because it was poisonous to the air we breathe. The next blow to hobbyists came in the form of ethanol fuels. This type of gasoline works great for a daily driver. However, you might want to seek out ethanol-free fuel if you store an automobile for more than a couple of months.

When the EPA turned its attention to a popular lubricant, zinc dialkyl dithiophosphate, or ZDDP, that was a bridge too far. For decades ZDDP was the gold standard for engine protection, and many classic car owners are afraid that it might eventually be banned.
How ZDDP Works

Zinc dialkyl dithiophosphate is a silicate-based lubricating compound developed in the 1940s that was first used in airplane engines. It wasn't long before petroleum companies added it to their motor oils to inhibit wear in automotive engines. It was considered the most effective metal-on-metal anti-wear additive available.

As a car's engine heats up and engine parts begin to make contact, so too does ZDDP heat up. As it becomes volatile, it breaks down into a wear-protecting phosphate compound that coats and protects the engine's metal surfaces, thus reducing the kind of metal-to-metal contact that can make an engine seize up. This is especially important in high horsepower engines, like those found in classic and racing cars. As an additive, ZDDP is also known to have antioxidant and corrosion resistant properties. These are useful qualities for classic car enthusiasts since their engines can sit for extended periods.
Toxicity Concerns

Over the last 40 years, there has been considerable pressure to reduce the use of ZDDP in motor oil applications because of long-term toxicity concerns. The chemical compound is especially toxic to aquatic wildlife and has long-lasting effects when it finds its way into the water table. While proper safety and disposal practices could mitigate this problem, pollution is not the only issue associated with this oil additive.
Bad for Catalytic Converters

The same phosphate compound that protects a car's engine is on the other hand detrimental to its catalytic converter, which in modern cars is the part responsible for reducing carbon emissions. Over the past several decades, the EPA has reduced acceptable levels of carbon emissions while increasing the amount of miles guaranteed by a catalytic converter from 50,000 to 120,000 or ten years. As a result, the automotive industry has developed motor oils with ever-decreasing concentrations of ZDDP. This has now turned into a movement to completely eliminate the chemical compound.
Removing ZDDP from Engine Oils

It is now clear that modern passenger car engines are quite different in their need for ZDDP. Many are multi-valve overhead cam engines with lower spring pressures. Those modern engines that still use an overhead valve arrangement use roller lifters instead of flat tappets. They, therefore, experience reduced metal-to-metal contact and consequently require lower performance additives.

The impact on classic car engines is a different story. There have been reports about problems with rapid engine wear. These included the total destruction of the camshaft and lifters in freshly overhauled engines. Some have blamed this problem on poor quality rebuilds, while others say the replacement lifters did not meet hardness specifications.

This problem is also attributed to reduced lubrication during the engine break-in period. The benefits of ZDDP are especially important for camshafts and lifters during the first few hours of operation. Therefore, it makes sense that the excessive wear and destruction of parts will show up in recently overhauled engines well before we see it in higher-mileage motors.
Solution to the Oil Additive Problem

Whether you own a 1970 Chevrolet Chevelle Super Sport with a 454 cubic inch muscle car engine or a 1948 MG TC series roadster, you want your engine to last as long as possible. So here are some of our conclusions. These types of problems are never simple, but while you still can, consider adding ZDDP to your motor oil during the break-in period on a rebuilt classic engine. But be careful with the concentration. Overdosing can cause increased wear. More is not always better. Always refer to the manufacturer’s specs and measure twice. You can also purchase classic motor oil, which specifically contains ZDDP already. Valvoline, for example, has a range of products designed for classic car enthusiasts.
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Old 05-17-2019, 07:21 PM   #38
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No oil that does not clearly label there Zinc parts per million does not deserve to be in this discussion.
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Old 05-18-2019, 06:40 PM   #39
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Originally Posted by 557B210 View Post
I have bought the 10w30 from Amazon a couple of times. The price floats around on there. I paid $28 something for the last case but now I see it is almost $35. I have been using the 20w50 in my '01 Z28 with a built 408 stroker and have been satisfied so far. Will be swapping it over to the 10w30 on the next oil change.

My '56 had Schaeffer Synthetic when I bought it. haven't changed the oil in it yet so not sure what I will use yet.
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